Manifold



Allg- 2,1960 z.ARKUs-DuNTov v 2,947,293

MANIFOLD Original Filed Sept. 17, 1956 5 Sheets-Sheet 1 way-luv.- y

ATTORNEY All@ 2, z.ARKus-DuN1'ov 2,947,293

' MANIFOLD l Original Filed Sept. 17, 1956 5 Sheets-Sheet 2 INVENTOR.

Arrow/5y Aug. 2, 1960 z. ARKUs-DUNTOV MANIFOLD 5 Sheets-Sheet 3 Original Filed Sept. 17, 1956 All@ 2, 1960 z. ARKus-DuN-rov 2,947,293

MANIFOLD 5 Sheets-Sheet 4 Original Filed Sept. 17, 1956 All@ 2, 1950 z. ARKusDuNTov 2,947,293

' f MANIFOLD Original Filed Sept. 17, 1956 5 Sheets-Sheet 5 INVENTOIL Zaza @Ziafszwfa ATTORNEY MANIFOLD Zora Arkus-Duntv,`830 Lake Shore Road, Grosse Pointe Shores, Mich.

Claims. (Cl. 12S-52) This application is a continuation of application S.N. 610,205, filed September 17, 1956, in the name of Zora Arkus-Duntov, now abandoned. Y

This invention relates to an improved internal combustion engine intake manifold and particularly to intake manifolds which may be used with a fuel injection system in which it is desirable to provide ram pipes to aid in dynamically supercharging the engine.

Numerous intake manifolds have been proposediwhich operate in this manner and are generally acceptable in terms of volumetric eiciency. In common with intake manifolds the carburetor controlled engines, however, these manifolds are complicated and expensive to manufacture. Close tolerances are-required during the several stages of production, and assemblyofcasting cores and individually preformed-components required additional time and labor, further increasing the cost. Previous 'PatternedA Aug. 2, 1960 Y stocktop section 18 may be secured to either side of the conguration.

eiforts to manufacture less expensive manifolds have bodying the invention and having parts broken away and in section.

Figure 2 is a side view taken in the direction of arrows 2 2 onFigure 3, with parts broken away and in section.

Figure is a View in section of the manifold looking in the direction of arrows 3-3 of Fig. 1 and showing the engine in dash and dotted lines.

Figure 4 is a plan View of a modification of the intake manifold embodying the invention and having parts brokenraway and in section. Figure 5 is a side view of the manifold of-Fig. 4, with parts broken away and in section.

Figure 6 is an end view of the manifold of Fig. 4 looking in the direction of arrows 6-6 of Fig. 4 with parts broken away and, in section and showing the engine in dash and dotted lines.

The manifold shown in AFigures l, Zand 3 may be fabricated -from sheet and bar stock.

angular lower portion 28 by any convenient means such as brazing, welding or soldering.

A ram pipe 16 is provided for each cylinder of the internal combustion engine and connects the plenum chamber 14 with the cylinder head intake passage provided in the engine cylinder head for each cylinder. The ram pipes may be in longitudinally staggered relation as is shown in Figures 1 and 3. While the intake manifold illustrated shows eight ram pipes, only one will be described in detail since all the ram pipes are of similar Ram pipe 16 may be formed from sheet stock which is shaped to the desired section and brazed, welded, soldered or otherwise secured together. The inlet end 30 of the ram pipe 16 may be secured to the lower surface of angular lower portion 28 on one side 32 thereof. Sides 32 and 34 of angular portion 28 are each provided with a row of apertures 36 which are adapted to cooperate with plenum chamber 14 and ram pipes 16 to allow air to pass from the chamber through the ram pipes. A pair of mounting flanges 38 and 40 may be formed of bar stock and provided with rampipe receiving openings 42 which receive the exit ends 44 ofthe ram pipes 16. Mounting ilanges 38 and 40 may be generally parallelV to sides 32 and 34 of angular portion 28 and also are each parallel to the cylinder block face to which each is mounted ywhen assembled on an internal combustion englne. Y' Y- H' Ram pipes 16- may be generally rectangular in 'cross section. The area of cross section of ram pipes 16 may decrease uniformly from the inlet end to the exit end. This Yuniform decrease in area causes a corresponding increase in velocity when air is owing through the pipes, thus accelerating the air mass being inducted into the internal combustion engine. When this air mass is accelerated it provides a ramming effect which tends to pack the charging air in the combustion chamber of the internal combustion engine. This ramming effect thus aids the dynamic supercharging of the engine.

Since all of the ram pipes are substantially identical and lead from a common header, charges delivered to Intake manifold 10 is .formed to include aplenum chamber or header 14.

dividual air tubes or ram pipes 16 are provided to conf each engine cylinder are also substantially identical. The common identity of the charges delivered to an internal combustion engine increases the engine eiiiciency and smoothness of operation.

- The engine manifold modification shown in Figures 4, 5 and 6 includes a plenum chamber and ram pipe unit which may be easily cast at a minimum of expense. The modified intake manifold is provided with an aperture .120 and a mounting boss 122 to which an intake passage may be secured. Plenum chamber or header 114 may be integrally formed with the first portion of ram pipes 116. These ram pipes may be in longitudinally staggered relation as shown in Figures 4 and 6. yPlenum chamber 114 is shown as having a trapezoidal cross section and is provided with apertures 136 which communicate with ramV pipes 116.- These apertures are located Vin the bottom 128 of plenum chamber 114. The second portion 152 of ram pipes 116 may be interconnected with and form a continuation of the air Ytubes generated by ram pipes 116. The second portion 152 preferably has a fiat upper face .154 which matches a corresponding ilat vlower face 156 on the first portion 15) of the ram pipes. Faces 138 and 140, each extending across a row of ram pipes at their exit ends 144, may be parallel to matching faces 158 and 160 which are to be found on the cylinder heads of an engine on which the intake manifold may be inerally rectangular in cross section from the inlet ends 130 and throughout at least a portion of the length thereof. Also, the ram pipes 116 may be of substantially constant cross sectional area throughout the length thereof as is illustrated by Figures 4, 5 and 6 or may have a decreasing cross sectional area, either throughout the entire length thereof or a portion of the length thereof as is illustrated by Figures 1 to 3. As in the ram pipes shown in Figures l-3, the decrease in area in the direction of air llow iucreases air velocity to cause a ram eiect. The second portion may have a radius of curvature of a predetermined magnitude which will impart a given radial acceleration to the air llow which will tend to counteract any radial accelerations in other directions which are encountered in the cylinder head intake port, whereby the air mass is delivered to the combustion chamber at substantially zero radial acceleration. y

The modification illustrated in Figures 4-6 is especially adapted to the die casting process. Manufacture of a ram pipe manifold by this process gives several unique advantages. It has been found that the losses incurred in such a manifold may be materially reduced if the internal surfaces are finished more smoothly than the finish obtainable with sand cores. A die cast manifold provides very smooth internal surfaces and contours not obtainable by sand casting. Sheet stock prefabricated manifolds, as shown in Figures l-3, also present smoother internal surfaces, thus reducing air tlow losses caused by rough air contact surfaces.

An intake manifold embodying the invention has thus I claim:

l. An intake manifold comprising an upper manifold section including a plenum chamber and a plurality of ram pipes secured to the base of said chamber in rows on opposite sides thereof and integrally formed with said chamber, a lower manifold section having a rst face adapted to cooperate with said ram pipes whereby said lower section forms extensions thereof, and second and third faces adapted to cooperate with internal combustion engine cylinder heads whereby said ram pipe extensions communicate with intake passages in said head.

2. An intake manifold for an internal combustion engine, said manifold having an intake passage, plenum chamber and ram pipes,- said plenum chamber having an upper portion and a lower portion, said lower portion being formed to include a first pair of mounting lianges forming an angle therebetween, said ram pipes extending downwardly and outwardly from said flanges at substantially right angles thereto and terminating in a second pair of mounting flanges, said second pair of llanges being substantially parallel to said first pair of flanges and adapted to be secured to cylinder heads of an internal combustion engine.

3.v An air llow tube having a first section of decreasing cross-section area in the direction of air llow, said section having substantially planar sides, a second section having a predetermined radius of curvature, and a third section having substantially planar sides.

. wise between said rows of cylinders and having groups been provided which is ciicient in operation and economical to produce. It may be fabricated from sheet and bar stock or cast by any of several well-known casting methods. It will provide similar charges for each of the engine cylinders and cause a ramming effect whereby the engine may be dynamically supercharged.

Also, the intake manifolds embodying the invention are readily applicable to internal combustion engines having parallel rows of cylinders with the elongated plenum chamber of a manifold disposed lengthwise between the rows of cylinders. The groups of substantially identical ram pipes at the opposite ends of the plenum chamber each constitute pairs of ram pipes with one pair in each group connected to each side of the manifold and extending toward the cylinders at one end of each of the rows of cylinders, the plenum chambers at the ends to which the ram pipes are connected provide combustion fluid distribution zones substantially as long and as wide as the pairs of ram pipes and substantially -as deep as the pairs of ram pipes are deep, the middle part of the plenum chamber leading to the zones being at least as wide and as deep as the zones are wide and deep and having a length between the zones substantially equal to or greater than the length of either of the zones. Such construction will provide a large volume of combustion iluid at the ends of the ram pipes in the distribution zones, this being capable of supplying the ram pipes without excessively restricting the ilow to any of the cylinders.

of substantially ident-ical ram pipes connected in side by side relation at opposite ends of said plenum chamber, each group of said ram pipes providing pairs of ram pipes with one of said pairs being connected kto each side of said plenum chamber and extending toward the cylinders at each end of each of said rows of cylinders, said ram pipes in said pairs being closely spaced and extending substantially normally to said plenum chamber with the outlet ends of said pairs being at least as closely spaced as the inlet ends of said pairs, said plenum chamber at said inlet ends of said pairs being formed to provide combustion lluid distribution zones substantially as long and as wide as the width of said pairs and substantially as deep as said inlet ends of said pairs, said plenum chamber leading to said zones being at least as wide and as deep as said zones, said plenum chamber between said zones being of a length at least as great as the length of said zones.

5. An intake manifold for an internal combustion engine as defined by claim 4 and in which an inlet is provided for said manifold, said inlet being connected to said plenum chamber between said zones and being adapted to supply combustion lluid to said plenum chamber between said zones and leading to said zones.

References Cited in the file of this patent UNITED STATES PATENTS Uhr". 

